초록 ▼

The gas turbines of the present invention have multiple combustion chambers, and within each chamber are multiple fuel nozzles. Each nozzle has its own fuel control valve to control the fuel flowing to the nozzles. To minimize the pressure drop through the fuel control valves, multiple manifolds ar

The gas turbines of the present invention have multiple combustion chambers, and within each chamber are multiple fuel nozzles. Each nozzle has its own fuel control valve to control the fuel flowing to the nozzles. To minimize the pressure drop through the fuel control valves, multiple manifolds are employed. Each manifold supplies at least one fuel nozzle in multiple combustion chambers with fuel. The fuel control valves are mounted on the manifolds such that the weight of the fuel control valves and nozzles are carried by the manifolds, not the multiple combustion chambers. A plurality of thermocouples for measuring exhaust gas from said multiple combustion chambers are employed to sense gas exhaust temperature. In carrying out the methods of the present invention for tuning a gas turbine, it is essential to note that the most efficient gas turbine is one which has the least nitrous oxides, the least amount of unburned hydrocarbons, and the least amount of carbon monoxide for a specified energy output. In order to tune the gas turbine to accomplish these objectives, it is desirable that each combustion chamber in the gas turbine be well balanced relative to the remaining combustion chambers. It is an aim of the present invention to tune each of the multiple combustion chambers such that no specific combustion chamber is rich or lean, and all are operating within about 1% of the remaining combustion chambers.

대표청구항 ▼

What is claimed is: 1. A method of tuning a gas turbine having multiple combustion chambers, comprising: i) constructing a swirl chart that relates location of exhaust from a combustion chamber to location of exhaust from the gas turbine at a specified fuel load; ii) using the swirl chart to identi

What is claimed is: 1. A method of tuning a gas turbine having multiple combustion chambers, comprising: i) constructing a swirl chart that relates location of exhaust from a combustion chamber to location of exhaust from the gas turbine at a specified fuel load; ii) using the swirl chart to identify each of said combustion chambers as being rich, lean, or average; iii) increasing said fuel load to each of said combustion chambers identified as lean, and decreasing said fuel load to each of said combustion chambers identified as rich; and iv) repeating said identifying and increasing/decreasing steps until all of said combustion chambers are within about 1% of the average, thus minimizing the variation between each combustion chamber. 2. The method of claim 1, wherein said step i) comprises employing multiple thermocouples and measuring the exhaust temperature about the entire periphery of the gas turbine exhaust using said thermocouples. 3. The method of claim 2, wherein said step i) includes spiking one of said combustion chambers with a higher fuel load and observing one or more thermocouples as measuring a higher exhaust temperature, thereby determining the swirl angle. 4. The method of claim 3, wherein said spiking step is repeated for a range of percentages of a maximum rated output of said turbine. 5. The method of claim 1, wherein said step ii) includes measuring the exhaust temperature of each combustion chamber, and comparing it with the remaining combustion chambers using the formula Tv=(Teccx-Tgt)/Tgt, where Tv is the temperature variation, Teccx is the temperature of the exhaust of a combustion can x, and Tgt is the average exhaust temperature of the gas turbine, and when Tv is positive, can x is rich, when Tv is negative, can x is lean; and when Tv is 0, can x is average. 6. The method of claim 1, wherein said step ii) includes measuring the fuel flow of each combustion chamber, and comparing it with the remaining combustion chambers using the formula Fv=(Fccx-Fgt)/Fgt, where Fv is the fuel flow variation, Fccx is the total fuel flow of a combustion can x, and Fgt is the average fuel flow of all the combustion chambers, and when Fv is positive, can x is rich, when Fv is negative, can x is lean; and when Fv is 0, can x is average. 7. The method of claim 1, wherein said step ii) includes measuring the fuel pressure of each combustion chamber, and comparing it with the remaining combustion chambers using the formula Pv=(Pccx-Pgt)/Pgt, where Pv is the fuel pressure variation, Pccx is the average fuel pressure of a combustion can x, and Pgt is the average fuel pressure of all the combustion chambers, and when Pv is positive, can x is rich, when Pv is negative, can x is lean; and when Pv is 0, can x is average. 8. The method of claim 4, wherein said spiked combustion chamber is reset to its position before it was spiked. 9. The method of claim 2, wherein said step i) includes spiking one of said combustion chambers with a lower fuel load and observing one or more thermocouples as measuring a lower exhaust temperature, thereby determining the swirl angle. 10. The method of claim 9, wherein said spiked combustion chamber is reset to its position before it was spiked. 11. The method of claim 9, wherein said step ii) includes measuring the exhaust temperature of each combustion chamber, and comparing it with the remaining combustion chambers using the formula Tv=(Teccx-Tgt)/Tgt, where Tv is the temperature variation, Teccx is the temperature of the exhaust of a combustion can x, and Tgt is the average exhaust temperature of the gas turbine, and when Tv is positive, can x is rich, when Tv is negative, can x is lean; and when Tv is 0, can x is average. 12. The method of claim 9, wherein said step ii) includes measuring the fuel flow and comparing it with the remaining combustion chambers using the formula Fv=(Fccx-Fgt)/Fgt, where Fv is the fuel flow variation, Fccx is the total fuel flow of a combustion can x, and Fgt is the average fuel flow of all the combustion chambers, and when Fv is positive, can x is rich, when Fv is negative, can x is lean; and when Fv is 0, can x is average. 13. The method of claim 9, wherein said step ii) includes measuring the fuel pressure and comparing it with the remaining combustion chambers using the formula Pv=(Pccx-Pgt)/Pgt, where Pv is the fuel pressure variation, Pccx is the average fuel pressure of a combustion can x, and Pgt is the average fuel pressure of all the combustion chambers, and when Pv is positive, can x is rich, when Pv is negative, can x is lean; and when Pv is 0, can x is average. 14. The method of claim 9, wherein said spiking step is repeated for a range of percentages of a maximum rated output of said turbine. 15. The method of claim 1, further including the step of providing each combustion chamber with multiple fuel nozzles and balancing the fuel flow through each of said fuel nozzles. 16. The method of claim 15, wherein said balancing step includes the step of setting the same nozzle pressure for each nozzle in each combustion chamber.